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Aviation History
1978
1978 - 0053.PDF
FWGHT International, 7 January 1978 65 Teledyne, mainly via its JB9 and J402 turbojets, has-been the leading US supplier of gas turbines for missile, KPV and target-drone propulsion. With the Williams Research F107 turbofan powering the winning design of air-launched cruise missile, however, Teledyne CAE may lose a vital growth area for its rather specialised range of products. Having suffered a strike during 1977, the company is now concentrating its efforts on quantity production of the J402 for the Harpoon anti-shipping missile and on promoting Teledyne engines for the second generation of cruise missiles. Some 12,000-13,000 CAE turbines for RPVs, missiles and aircraft have been delivered, the majority being supplied to sister division Teledyne Ryan. Ategg/APSI/JTDE Teledyne is one of a number of US companies funded by the USAF and US Navy in their various individual and joint aircraft-turbine R&D pro grammes. Having lost to Williams Research in the Air- Launched Cruise Missile competition, Teledyne: is prepar ing engines derived from its Ategg/APSI/JTDE work as potential power-plants for second-generarioni cruise missiles. The company sees the cancellation of the B-l and the contract awards to Boeing and McDonnell Douglas in the Advanced Technology Cruise Missile programme as signifi cant indicators of its future markets. F106 (Model 472) Turbofan. The 6141b-thrust F106-CA-100 powered the LTV YBGM-110 entry in the US Navy's cruise missile programme. Teledyne has terminated its work on the F106 following selection of the competing General Dynamics YBGM-109 powered by the Williams Research F107 turbofan. Gate During 1977 Teledyne was one of several American engine manufacturers to be awarded a contract under Nasa's General Aviation Turbine Engine: (Gate) pro gramme. The aim is to see whether gas turbines can economically displace piston engines in smaller general- aviation aircraft by the mid-1980s. CAE, with its great experience of small gas-turbine development and manu facture, will study the application of modern high-volume production techniques to small engines. It will also explore the use of a common core engine for a family of turbofan, turboprop rand turboshaft engines in an effort to raise volume and lower cost. Three other companies are teamed with Teledyne on Gate: Beech on fixed-wing general-avia tion aircraft, Bell on rotary-wing aircraft, and Hamilton Standard on propellers, Q-fans and prop-fans. J69 (Models 353 and 356) Single-shaft turbojet. Many thousands of J69s have been built over the past 25 years or so for USAF and US Navy Teledyne Ryan MQM-34, AQM-34, BQM-34 and BGM-34 RPVs. The variants involved are the 1,7001b J69-T-29 and the 1,9201b J69-T-41A and J69- T-406. The -29 and -406 can operate: at heights over 60,000ft, the -41A over 69,000ft. An afterburning version of the J69-T-406, Model 356-34B, is rated at 3,0001b, and the Model 356-34D is an uprated dry version of the -406 giving 2,3501b. There is also the 1,0251b J69-T-25A for man-carrying air craft, in particular the Cessna T-37B and -37C. The T-37 is claimed to have trained more jet pilots than any other aircraft. J69-T-406 Single-stage axial plus single-stage centrifugal compressor, annular reverse-flow combustor, single-stage turbine. Take-off 1,9201b, pressure ratio 5-45:1, mass flow 29-91b/sec, length 44-8in, width 22-3in, height 25-6in, weight 3501b. J100 (Model 356) Single-shaft turbojet. This engine, a derivative of the J69, exists in two main versions. The 2,7001b JlOO-CA-100 powers the Teledyne Ryan AQM-34T, -34TE and -34TF RIPVs, and can operate at heights over 75,000ft. By contrast, the 3,0501b J100-CA-101 has been optimised for use at low altitudes. There are no known applications. J100-CA-100 Two-stage axial plus single-stage centrifugal compressor, annular reverse-flow combustor, two-stage tur bine. Takenoff 2,7001b, pressure ratio 6-3:1, mass flow 451b/sec, length 48-2in, diameter 24-7in, weight 4301b. J402 (Model 370) Single-shaft turbojet. Main application of the J402 is the US Navy/McDonnell Douglas AQM-84A and RQM-84A Harpoon anti-shipping missile, now enter ing full production following the solution to problems experienced during operational trials in 1975-76. Beginning in late 1976, Teledyne CAE received contracts from the USN for more than 570 J402-CA-400s, covering production deliveries well into next year. With the Royal Navy order last October for 300 submarine-launched Sub-Har poons, together with existing orders from at least seven, other navies, the J402 is described by Teledyne as "a major product well into the 1980s." In its 6401b-thrust J402-CA-700 version the small turbojet also powers the US Army/Beech Streaker MQM-107 Variable Speed Training Target (VSTT), now in production. The J402-CA-400 started tethered flight-testing in the USN Naval Ship Research and Development Centre's Vertical Attitude Take-off and Landing (Vatol) test vehicle last year. Two* applications which have not materialised were the American Jet Indus tries Jet Hustler (in which the J402-CA-700 was displaced as a standby power unit by the Williams Research F107) and the Boeing YQM-94A Compass Cope RPV, in which the J402-CA-400 was to have been used as an emergency power unit to provide "return home" thrust in case of main engine failure. The YQM-94A was subsequently cancelled. J402-CA-400 Single-stage axial plus single-stage centrifugal compressor, annular reverse-flow combustor, single-stage turbine. Take-off 6601b, pressure ratio 5-6:1, mass flow 9-61b/sec, length 29-44in, diameter 12-52in, weight 101 -51b. Model 356-28E Geared single-shaft turbojet. This is a derivative of the J100 (Model 356-28A) with a geared axial zero stage ahead of the compressor. This configuration boosts the pressure ratio from 6-3:1 to 8-8:1, and mass flow from 451b/sec to 651b/sec. As a consequence, take-off thrust is raised to 4,2001b, and the operating ceiling exceeds 90,000ft. The engine is intended for future RPVs. Model 373 Single-shaft turbojet. This is a growth version of the J402 with an additional axial booster stage ahead of the centrifugal compressor, raising the flow awl! increas ing the pressure ratio from 5-6:1 to 8-7:1. Thrust of the Model 373-5 is 9701b. Model 490 (Larzac) Two-shaft turbofan. In 1972 Teledyne signed a licence agreement with Turbomeca-Snecma GRTS for the Larzac turbofan. No' specific applications have emerged so far, but Teledyne sees a potential market for the Model 490-4 in next-generation "undergraduate" pilot trainers for the US Air Force and/or Navy. TUMANSKI (USSR) The Tumanski bureau has specialised in medium-to-large afterburning turbojets of low-pressure, single-shaft design for high-speed military aircraft. Its R-ll turbojet has a basic rating of 8,6001b, rising with reheat to 11,2401b on early versions, and to 13,6701b on later R-ll-300 versions. These engines power the MiG-21 family of fighters, and are licence-built in India (by HAL) and Czechoslovakia, and in China without a licence. Later MiG-21s have the uprated and lighter R-13 derivative rated at 11,2401b basic, rising to 14,5501b with reheat. Details of the R-ll and' R-13 are likely to be available; to military intelligence in the West as a result of assistance by Rolls-Royce engineers in the overhaul and repair of engines from Egyptian MiGs fol lowing the breakdown in relations between the Soviet Union and Egypt. Much larger than the R-ll and R-13 is the R-266, rated at 20,1201b dry and 27,120lb with reheat. This engine powers the MiG-25 intercepter, and is now probably known to the West in intimate detail as the result of the MiG-25 flight to Japan in September 1976 by a defecting Soviet pilot. Believed to be of 1950s vintage, the R-266 has led to the derivative RD-F engine of 31,0001b afterburning thrust, which powered the E-266M in its record-breaking time-to-height flights in 1975. This engine is likely to power more recent versions of the MiG-25.
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